Steam-engine



(No Model.) 2"Sheets-Sheet 1. (L. G. ROYER. STEAM ENGINE.

No. 515,695. Patented Feb. 27, 189 4,.

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L. G. BUYER. STEAM ENGINE.

N0. 515,695. Patented f'eb. 27, 1894.

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WSTNESSES 52 INVENTOR l 1; I" y aw UNITED STATES tries.

PATENT LOUIS O. ROYER, OF DAYTON, OHIO, ASSIGNOR TO FENELON B. BROOK,

OF WASHINGTON, DISTRICT OF COLUMBIA.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 515,695, dated February 27, 1894.

Application filed May 20,1891. Serial No. 393,420. (No model.)

To osZZ whom it may concern:

Be it known that I, LOUIS O. ROYER, a citizen of the United States, residing at Dayton, in the county of Montgomery and State of Ohio,

have invented certain new and useful Improvements in Steam-Engines; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art. to which itapxo pertains to make and use the same, reference being had to the accompanying drawings, and to the figures of reference marked thereon, which form a part of this specification.

My improved engine is of the single-acting :5 compound type, steam being used first in the two smaller cylinders and then exhausted over upon the pistons of the two larger cylinders.

Figure l is a perspective view of a multizocylinder steam engine to which I have applied my improvements. Fig. 2 represents a central vertical sectional View of the same. Fig. 3 is a bottom plan view of the engine valve. Fig. 4: represents a top horizontal section of the valve chamber or steam chest.

Fig. 5 is a transverse section of the valve and valve chamber, through one of the outer ports of the valve and seat. Fig. 6 is a similar transverse section through one of the inner ports of the valve and seat. Fig. 7 is a front elevation of the engine governor. Fig.8 represents a reverse view thereof. Fig. 9 is a sectional vertical view of the engine governor and its connections, with the engine shaft in 5 elevation.

My invention relates to engines.

The objects of my improvements are to construct a steam engine in such manner that in its valve action it will use the steam 4o effectively and with the highest efficiency;

In the drawings-4n the present instance I have shown my improvements applied to a single-acting quadruple cylinder engine, but it is obvious that I may apply them to double-acting, compound, single or multi-cylinder engines, by suitable modifications.

1 is the engine bed.

2 is the crank-shaft and 2 the inclosing casing and bearings.

3 are four single acting cylinders arranged side by side, but I may use a less number when desired.

4 represents the valve chamber.

5 are the steam ports in said chamber communicating with the steam cylinders.

6 represents the valve which is of the hollow cylindrical type having an oscillating motion.

7 is the operating valve crank.

8 is the live steam chamber of the valve.

9 is the inlet orifice of chamber 8.

10 is the live steam pipe from the boiler which always registers with the inlet orifice 9 throughout the motion of the valve.

11 is the live steam inlet port for cylinder 3.

12 is the steam inlet port for cylinder 3 13 is the exhaust channel for cylinder 3' communicating with said cylinder in the oscillation of the valve, and 14 is a similar exhaust channel adapted to register with cylinder 3 15 is the exhaust chamber communicating at all times with channel 14, and adapted to register with cylinder 3 whereby the exhaust from cylinder 3 operates the piston in' cylininder 3 and 16 is asimilar exhaust chamber upon the opposite side of the valve communieating with exhaust channel 13, and with the cylinder 3 for charging the latter with the exhaust from cylinder 3'.

17 is one of the outer re-exhaust chambers in the valve 6 having a port 18 adapted to register with cylinder 3 and an exhaust orifice 19 in communication at all times, with the exhaust pipe.

20 is the other outer opposite re-exhaust chamber in the valve communicating by a port 23 with the cylinder 3", and by the exhaust orifice 21 with the exhaust pipe.

22 is the exhaust pipe having branches conto eetingifiae vaiafeehramber'4wi "ortficeslfi and 21, .r or I, r I 4325 12133 :trunniensorjosrea s o'fithe ra-rite;

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alveawer 1 ndzte whieh tscenstr iestheengineishafit terpoise lever 37.

38 are the weighted ends, and 39 the four springs secured to the opposite sides and ends of the lever 37 and to the periphery of the governor wheel.

40 is a slot in lever 37 at right angles to the slot 34 in wheel within both of which slots the bolt on the lever 32 plays.

41 are pin holes in the hub 36, to receive a clutch mechanism.

42 is a collar keyed to the engine shaft 2, and having pin holes to receive the clutch pins 43 is the clutch proper keyed on the shaft to prevent rotation but having a free sliding movement thereon.

44 are the pins secured to the clutch and moving therewith.

45 is another collar rigidly secured to the shaft 2, and 46 is a coiled spring resting between the clutch 43 and the collar 45 and tending to throw the clutch toward the governor Wheel. a

47 is a bracket projecting from the engine, upon which is secured a segmental notched bar 48.

49 is the clutch operating lever pivoted at 50 and having a bifurcated end 51 which rests in the annular groove 52 in the clutch 43.

53 is the usual locking toggle for the lever 49.

54 is a lever the inner end of which is provided with an annular rim 55 mounted loosely tattle-ssh :1

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esp? ihelesit @136 ister with the diametrically opposite pin-holes 41, and snap back therein by the pressure of the spring 46. This movement of the eccentric 27 has carried the strap 28 with it and moved the pit-man 29, crank 7 and valve 6, to cause a reversal of the ports of the valve. Just previous to this reversal the engine is shown with the engine cylinders 3 and 3 just completing their piston stroke. Thelive steam entering through pipe 10 into chamber 8 passes through port 11 into cylinder 3', while at the same moment, the channel 14 is brought in line with cylinder 3 so that the exhaust from said cylinder will enter the chamber 15 and pass into cylinder 3 for the purpose of operating that cylinder piston. At the same time the exhaust port 23 of re-exhaust chamber20 has been brought in line with cylinder 3 and the re-exhaustfrom that cylinder passes out through exhaust pipe 22. Then the motion of the eccentric causes the valve 6 to rock closing port 11 and bringing channel 13 in line with cylinder 3', and the exhaust passes intochamber 16 to actuate the cylinder piston 3 and, at the same time, the port 12 registers with piston 3 which receives the live steam directfrom chamber 8 of the valve, while the port 18 is brought opposite cylinder piston 3 which exhausts into re-exhaust chamber 17, and out through pipe 22. The counterpoise lever 37 IIO is afl'ected by the speed of the engine shaft and the wheel 30. The speed of governor wheel 30, whether running forward or backward, tends to exceed the speed of the le ver, as it is loosely mounted on the wheel hub 36, and yieldingly connected with the wheel by the springs 39. This movement causes the lever 36 to be deflected to one side which deflection is constantlycounteracted by the tendency of the springs to bring the lever back to its intermediate normal position which it assumes when the engine is at rest. This deflection according to the speed and direction of motion acts upon the bolt 35 attached to lever 32, and moving in slots 34 and 40, carrying said bolt and lever with it to one side or the other upon the pivot 33. The

vibratory motion of lever 32 carries the cocentric 27 and strap 28 with it thereby decreasing the vertical movement of the pitman 29', and, through its connection with the valve, decreasing its movement also, the effect of which is to gradually cut ed the steam to the engine as the speed increases and to supply more steam as the speed decreases, whether the engine is running forward or backward.

The most important object in view in constructing a valve device for this type of engine, and, in fact, for all others, is to make provision for a minimum travel or movement of the steam in the valve before and after the steam is admitted to the cylinder pistons. Where steam has to move any considerable distance through the valve it is liable to become condensed in a more or less degree; which objection is further followed by a tendency to create a vacuum in the valve creating back pressure.

My improved reverse action eccentric and its connections, may, by suitable modifications, be used in connection with other reverse automatic governors than the one here shown.

Provision will be made in the construction of my engine for reducing the tendency to form a vacuum to the lowest practical minimum.

I claim-- 1. The combination of a cylinder, a valve, a crank shaft, a governor wheel upon the shaft, a balanced weighted arm upon one side of the governor wheel mounted centrally upon the wheel hub, a second arm on the opposite side of said wheel pivoted at one end, and, at the other, connected to the weighted arm by a pin connection passing through the wheel, an eccentric formed upon the central portion of said second lever arm, and connections between said eccentric and said valve.

2. The combination of four cylinders having ports, and a valve communicating with the cylinders having a live steam chamber communicating alternately with two of said cylinders, two exhaust chambers communicating alternately with two cylinders, two channels in the valve leading alternately from two of the cylinders to said exhaust chambers, Y

and two re-exhaust chambers communicating alternately with two of the cylinders.

3. The combination of four cylinders, ports therefor, and a valve having a central interior live steam chamber, interior reexhaust chambers upon each side of the live steam chamber, exterior exhaust chambers opposite the reexhaust chambers, and exterior exhaust channels leading from points opposite the live steam chamber to the exterior exhaust chambers.

4. The combination of a cylinder, a valve device, a governor, connections between the governor and the valve, a drive shaft, a clutch for engaging the governor with the shaft, and a shifting device for moving the governor and reversing the valve through said governor and valve connections.

In testimony whereof Iaflix my signature in presence of two witnesses.

LOUIS O. ROYER.

Witnesses:

GEO. L. CLARK, F. B. BROGK. 

